Ship&#39;s hull



Feb. 27, 1940. I -w. P. BAKER 2,191,904

SHIPS HULL Filed D66. 7, 1937 v 5 Sheets-Sheet 1 SEC TION INVENTbR William P5612267;

Feb. 27, 1940. w. P. BAKER SHIPS HULL Filed Dec. 7, 1937 3 Sheets-Sheet 2 lot-9mm INVENTOR William PBaZrer;

M ,fiA/WTTORNEY.

Patented Feb. 27, 1940 UNITED STATES- PATENT OFFICE 2,191,904 smrs HULL William- P. Baker, Brooklyn, N. Y.-

Application December'l, 1937, Serial No; 178,481 Claims. (01.11446) The present invention relates to an improvement in boat hulls and has for itsimportant advantage the. provision of structural, streamlined features onthe wetted surfaces of the hull,

5 whereby todecrease pitching and squatting of the vessel when under headway.

Thepresent hull construction, due to the contours of the wetted surfaces thereof, especially of the bow and stern, also lessen the rolling of the vessel and eliminate the necessity of providing rolling chocks or bilge keels.

Further advantages of the present construction are in the saving of power in the propulsion of the vessel, and, due to lessening of pitching, greatly reduces the tendency of the exposing and consequent racing of the propulsion means in rough seas, and, further'reduces sinkage.

In other words, the present betterment of the under-water lines of the hull greatly increases 20 the stability of the vessel when underway, or'in rough seas, and reduces wave, vortex and eddy action, as well as increasing the economy, in power consumption.

A further feature of advantage herein is that 25.- the vessel moves through the water, with less turbulence or disturbance than in known types of hulls, and, due to this action, side waves and turbulences areIreduced, and as the relatively moving water approaches the propellers, it'moves 30. in a substantially smooth, unbroken stream, and without .undue wave disturbance, andsubstan tially in-line with the axis ofthe propellers.

, The contour of the wetted surfaces of the stern are arranged to favor the foregoing noted water flow action, as will later be described in detail.

Further features of advantage will be apprehended as the herein description proceeds, and itv Fig. 3 is a diagrammatic, half sectioned view of I the plot of curves of the vessel, as seen from the flat bottom; I

5; Fig. 4 is a slightly enlarged, fragmentary view of the'side of the vessel, showing the hull from the bow end tobeyond the central or midship line aa; v 1

Fig. 5 is an enlarged vertical section taken on line a:-:r, Fig. 4-, looking in the direction of the arrows; r

Fig. 6 is an enlarged vertical sectional. view taken on line YY, Fig. 4, looking in the direction of the arrows; and I Fig. 7 is an enlarged vertical sectional view, taken on the line ZZ, Fig. 4, looking in the direction of the arrows. I

'In the'diagrammatic views of Figs. 1, 2 and 3, the letter and'num'eral indices all correspond for like profiles at like-intersections.

In Figs. 4, 5, 6 and 7, the deck T of the said views are cutaway at about the traversing line 2,

Fig. 1, right hand section.

' sharp;'slightly. concaved stem, with slightly concaved adjacent hull sides, as indicated byprofile lines' e, d, c and b, Fig. 1-, and an amplified bulbv B which originates at the forefoot of the stem :1: andcontinues in gradually varying cross section, until it passes the mid-section of the hull at line a-a, Fig. 4, where its contour gradually merges thereafter into the hulllines.

The nose "of the bulb B, like the stem, is also, sharp at its vertical entrant portion, as at to, Figs. 1, 2, 4 and 5, said entrant portion to originating at the stem r. Said sharp nose orprow of the bulb B, as seen in Figs. 1 and 2 forms a vertical, curved continuation w of the stem at, as it merges with the flat bottom of the hull B, which, as, will be seen in Figs. 1, 2, and 4, is in a fiat, continuous plane from bow to stern.

The nose of the bulb B, at 0, Figs. 2 and 4 is also sharpened at the entrant edge 2;, transversely to the sharp vertical prow 93-10, so that the transverse entrant cutting portion of the nose of the bulb B, at x--vw is at a right angle to stem at and forms, with the stern r a cruciform-like entrant 'prow, the transverse cutting line being shown dotted at c, Fig. 1.

From beyond the cutting or entrant edges of the bulb B, towards the stern, the vertical thicl ness'of the bulb may remain constant in dimension, and thus the top line of demarcation B runs parallel with the. flat plane of the hull bottomv B', as seen in Fig. 1-, shown dotted, and in Fig. 4. The line 13', between the top surface of the bulb Band the both sides 1-1 of the hull, maybe smoothly joined by a modified curve orfillet B,

best shown in Figs. 5 and 6, which line gradually merges into the bottom hull lines as it passes toward the stern, as at B", Figs. 4 and 7.

As shown in Figs. 1 and 4, the sharp transverse, entrant cutting line 1; starts from the curved plane of the vertical prow or stem :1: and is slightly and angularly sloped, or downwardly disposed, rearwardly as at 12, Fig. 4, and merges from the sharp forward edge 11 into the rounding outer forward edges F of bulb B, as at Fig. 4, this merging of lines occurring just aft of section :1::1 Fig. 4.

The opposed, lower front faces D of the entrant portion of the bulb below cutting line '0, Fig. 5, are slightly concaved as at D, this concavity gradually reversing and merging with the gradually developed convex of lower bulb surfaces EE, Fig. 6 which convex surfaces gradually merge and flatten within the plane of the fiat hull bottom B', Fig. 7. The cutting line w continues past section yy, Fig. 4, where it gradually merges, flattens with and loses its identity in the flat hull bottom plane 3".

The upper, opposed front surfaces 'G of the bulb entrant portion, as will be seen in Figs. 1, 4 and 5 are slightly convexed or upwardly crowned from the entrant edge 1;, as disclosed at G, and which surfaces, defined by the transverse cutting entrant edge 1), gradually merge at F into 1 the rounding outer edges of the bulb as at BB,

Figs. 4, 6 and '7. The surfaces G--G and DD are so developed that they form an angularly developed shelf-like projection from the entrant edge 11 to, or beyond the mid-ship line aa. The cutting entrant portion 11-10 is also angularly related to the hull sides -I-I-H near the stem 3: thereof as will be noted in Fig. 5.

The entrant or leading edge of the bulb is sharp, is inclined rearwardly and downwardly, is concaved at its lower faces from. the lower entrant cutting edge, is convexed on its upper faces from its entrant edge '12, said entrant leading edge being located above the medial bulb line m, Fig. 4, into which it merges. structure tends to part the bow water in an easy, substantially non-turbulent manner, and, with its associate sharp stem 2:, acts as leading, fixed vertical and horizontal bow rudders, which, without much bow turbulence, ease the -moving bulb and bull into the relatively oncoming water, this action tending to gradually displace the water in an easy and non-turbulent manner. The bulb is so constructed as. to 'be' of constantly changing cross section from its entrant portion to its rear terminal portions where itgradually merges with the hull lines near the widest beam dimension a-a, amid-' ship and the slight wave started by the entrant leading edges v-w is rolled along and away from the bulb and coacting hull sides, said water traveling in part by an easy rearward and side wave displacement in part towards the propellers of the vessel, and the pro- ,peller, or propellers are thus operated in substantially a solid body of water, thus increasing the propulsion action, and decreasing to a favorable extent, the slip of the propulsion means. Due to the bulb-water action, and the flat bottom portion of the hull, water is passed under the vessel and over and along the bulb section, and during movement of the vessel, the

bite of the displaced water along the top surfaces of the bulb stabilizes the vessel longitudinally, against pitching action of the hull,

This I and obviates, to a large extent the rolling action also.

The stern sections of the wetted surfaces of the hull recedes from the widest mid-ship line a-a, Figs. 2 and 3 by easy recessional contours defined by the section lines n, r, s and t, the stem at S, Figs. 1, 2 and 3, ending in a substantial sharp trailing edge below the load water line, LWL, as shown in Fig. 1, left hand section, and Figs. 2 and 3. Thus the displaced water may well up from the fiat bottom of the hull, and flow inwardly from the surrounding water to the hull sides to insure a solid, sub- The elongate, divergent, bulb portions B,'are extended to at least the. widest mid-section of the hulll-I, (and may extend beyond) and when under headway, through the elongate, divergent displacement thereof, as will be understood from the foregoing description, cause the hull'to be gripped by the displacement water along at least half of the length of the hull, thus creating a continuous and enormous reaction against pitching and rolling or squatting movements ofthe vessel, and the bulb, being parallel with the flat bottom of the hull causes such reaction,

without interposing undue resistance to the headway of the vessel. 4 The dead rise of bulb forward of midshipSection tends to raise the bow. and the flow striking the fiat after section tends to raise the stern thereby lessening the amount of sinkage, thus effecting a saving in horsepower.

Having thus described the invention what is claimed is:

1. A boat hull having approximately vertical" sides, a substantially horizontal flat bottom,

wide at its mid-section and tapering to stem and stern and a sharp concaved stem; each side of the hull being provided forward of the mid sect-ion along and just above the side portions of the bottom with a laterally projected convexedly rounded bulb merging with the bottom and side; each bulb becoming laterally sharper as it extends forward, and terminating for wardly in a transverse entrant edge about as wide as the bulb and crossing at the forefoot of the stem; the depth of the bulb being approximately less than a third of the submerged depth of the hull.

2. A boat hull having a substantially at the forefoot of the steinin a short nose merging with thebottom; each side of the hull flat bottom, wide at its mid-section and tapering to stem and stern and a sharp stem terminating:

being provided forward of the mid-section along and just above the side portions of the bottom with a laterally projected convexedly rounded bulb; the side of each bulb gradually becoming less rounded and more sharp as. the bulb ex tends forward until a sharp upwardly'inclined' lateral cutting edge is formed as the bulb ter minates at the forward end in a sharp right angularly transverse. entrant edge near the top level of the bulb and crossing the stem at the forefoot and the upper part of the nose to form with the stem and nose a cruciformlike entrant prow; the lengthof each entrant edgeapproximating the-greatest width of the bulb,

the lower surface to the rear of said edge being slightly concaved and sloping rearwardly and inwardly downwardly to merge, with the com vexedly rounded portion of the bulb and said bottom; the upper face of the bulb at the entrant edge being slightly upwardly convexedly around the surface of which gradually merges with the convexity of the bulb.

3. A boat hull having a substantially level flat bottom wide at its mid-section and gradually tapering to its stem and stern; the upper part of the wetted surfaces of the sides, being approximately vertical and receding inwardly downwardly; the stern sections of the wetted surfaces of the hull gradually receding by easy recessional contours to form a substantially sharp trailing edge; the bow having a sharp slightly concaved stem slightly rearwardly and downwardly inclined to its forefoot and there merging into a sharp nose which quickly merges into the fiat bottom; said hull being provided forward of the mid-section along each side of the hull just above the sides of the bottom with an elongated convexedly rounded projecting bulb projecting outwardly slightly from the lower part of the hull and having curved faces merging downwardly with the bottom and curving upwardly, inwardly and upwardly to form a modifiedfillet to merge with the side of the hull; each bulb being of substantially constant vertical dimension throughout and gradually becoming less laterally projected from the side as it extends toward the mid-section and merging with the side and bottom, and finally merging with the bottom and sides just aft of the midsection.

4. A boat hull having approximately vertical sides and a substantially horizontal flat bottom, wide at its mid-section and tapering to stem and stern; the stem being sharp and rearwardly and downwardly inclined to its forefoot, merging into a short nose merging into said bottom; each side of the hull being provided at and forward of the mid-section, along and just above the sides of the bottom, with a fully submerged laterally projected convexedly rounded bulb having its lower part merging with the bottom, the bulb curving upwardly and inwardly and having a fillet merging with the side; each bulb becoming laterally sharper as it extends forward, merging into a sharp upwardly inclined lateral cutting edge portion, whereby the bulb rises at its forward end, said cutting edge portion terminating forwardly in a transverse entrant edge about as wide asthe bulb and near the toplevel of the bulb. and crossing the stem at the nose to form cross-shaped entrant prow; the lower surface at said entrant edge being concaved, sloping rearwardly inwardly downwardly to merge with rounded portion of the bulb and said bottom; the upper surface of said entrant edge portion at the rise being slightly convexed and gradually merging with the bulb; the rise and lower concavity of the bulb at the forward end and the flat bottom cooperating to lessen sinking, thereby decreas-' ing necessary power; said entrant edge of the bulb at the forefoot being sharp both vertically and laterally making easy entrance of the bulb in a non-turbulent. manner and lessening pounding.

5. A boat hull having approximately vertical sides and a substantially horizontal fiat bottom, wide at its mid-section and tapering to the stern and sharply to the stem; each side of the hull being provided forward of the midsection along and just above the sides of the bottom with a laterally projected convexedly rounded bulb having its lower part merging with the bottom, the bulb curving upwardly inwardly and having a fillet merging with the side; each bulb becoming laterally sharper as it 7 extends forward, terminating forwardly at the stem in a transverse entrant edge about as wide as the bulb; each bulb being of substantially constant depth from top to bottom thereof, of approximately less than a third of the submerged depth, and having widest projection well forward and gradually decreasing rearbulb and forming an approximate right angle j with the side, restraining the water from running transversely under the hull, thereby dampening rolling; the length and width of said top side of the bulb from mid-section to stern dampening rise and fallof the boat longitudinally.

WILLIAM P. BAKER. 

